Vehicle active side vent system

ABSTRACT

An active side vent system for a vehicle can include a housing disposed in a side vent opening defined by a recessed surface in a rear portion of a front fender of the vehicle, a set of louvers disposed in the housing and configured to pivot such that (i) in an open position, none of the set of louvers extends beyond an outer surface of the front fender and (ii) in a closed position, the set of louvers are substantially flush with the recessed surface of the front fender, and an actuator configured to control the pivoting of the set of louvers.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.15/185,332, filed Jun. 17, 2016. The disclosure of the above applicationis incorporated herein by reference in its entirety.

FIELD

The present disclosure generally relates to vehicle active aerodynamicsystems and, more particularly, to an active side vent system for avehicle.

BACKGROUND

The background description provided herein is for the purpose ofgenerally presenting the context of the disclosure. Work of thepresently named inventors, to the extent it is described in thisbackground section, as well as aspects of the description that may nototherwise qualify as prior art at the time of filing, are neitherexpressly nor impliedly admitted as prior art against the presentdisclosure.

A vehicle can be propelled by a powertrain (e.g., an engine, an electricmotor, or a combination thereof) that generates drive torque. In someimplementations, the powertrain can be arranged in a front compartmentof the vehicle underneath a hood. During operation, the powertrain cangenerate a large amount of heat. To prevent overheating of thepowertrain and potential damage to other components in the powertraincompartment, a cooling system can be implemented. One example componentof the cooling system is a heat transfer device, such as a radiator. Aircan flow through openings of a grille system at a front of thecompartment to cool the radiator. Such conventional cooling systems,however, may be inadequate at particular operation conditions (e.g.,when the vehicle is traveling at high speeds).

SUMMARY

According to a first aspect of the present disclosure, an active sidevent system for a vehicle is presented. In one exemplary implementation,the system can include a housing disposed in a side vent opening definedby a recessed surface in a rear portion of a front fender of thevehicle; a set of louvers disposed in the housing and configured topivot such that (i) in an open position, none of the set of louversextends beyond an outer surface of the front fender and (ii) in a closedposition, the set of louvers are substantially flush with the recessedsurface of the front fender; and an actuator configured to control thepivoting of the set of louvers.

In some implementations, the recessed surface defines a variable depththat decreases from a maximum recess depth at a point towards a front ofthe vehicle in a direction towards a rear of the vehicle. In someimplementations, each louver of the set of louvers comprises a pivotshaft and a blade, and wherein each blade is coupled to its respectivepivot shaft at non-central point.

In some implementations, the system further includes a duct configuredto direct airflow from an air source to the side vent opening, whereinthe airflow exits the vehicle when the set of louvers are in the openposition. In some implementations, the air source is a powertraincompartment of the vehicle. In some implementations, the side ventopening is defined in an upper portion of the rear portion of the frontfender of the vehicle. In some implementations, the air source is awheel well of the vehicle. In some implementations, the side ventopening is defined in a lower portion of the rear portion of the frontfender of the vehicle.

According to a second aspect of the present disclosure, an active sidevent system for a vehicle is presented. In one exemplary implementation,the system can include a first active side vent subsystem associatedwith a first side of the vehicle and comprising: a first housingdisposed in a first side vent opening defined by a first recessedsurface in a first rear portion of a first front fender of the vehicle,and a first set of louvers disposed in the first housing and configuredto pivot such that (i) in an open position, none of the first set oflouvers extends beyond a first outer surface of the first front fenderand (ii) in a closed position, the first set of louvers aresubstantially flush with the first recessed surface of the first frontfender; a second active side vent subsystem associated with an opposingsecond side of the vehicle and comprising: a second housing disposed ina second side vent opening defined by a second recessed surface in asecond rear portion of a second front fender of the vehicle, and asecond set of louvers disposed in the second housing and configured topivot such that (i) in an open position, none of the second set oflouvers extends beyond a second outer surface of the second front fenderand (ii) in a closed position, the second set of louvers aresubstantially flush with the second recessed surface of the secondfender; and an actuator configured to control the pivoting of both thefirst and second sets of louvers.

In some implementations, the actuator is configured to control thepivoting of the first set of louvers, and further comprising a linkageconnected between the one of the actuator and the first set of louverssuch that the linkage controls pivoting of the second set of louvers. Insome implementations, the system further includes first and second ductsconfigured to direct airflow from at least one air source to the firstand second side vent openings, respectively, wherein the airflow exitsthe vehicle when the first and second sets of louvers are in the openposition.

In some implementations, the at least one air source is first and secondwheel wells of the vehicle. In some implementations, each duct iscoupled to an opening defined in a wall of its respective wheel well,and the system further includes a mesh screen disposed in each wallopening. In some implementations, the first side vent opening is definedin a first lower portion of the first rear portion of the first frontfender, and wherein the second side vent opening is defined in a secondlower portion of the second rear portion of the second front fender. Insome implementations, the at least one air source is a powertraincompartment of the vehicle. In some implementations, the first side ventopening is defined in a first upper portion of the first rear portion ofthe first front fender, and wherein the second side vent opening isdefined in a second upper portion of the second rear portion of thesecond front fender.

According to a third aspect of the present disclosure, an airflowcontrol system for a vehicle is presented. In one exemplaryimplementation, the system can include a front active grille shutter(AGS) system comprising: a first housing disposed in a front grilleopening of the vehicle, and a first set of louvers disposed in the frontgrille opening and configured to pivot between (i) an open positionduring which air flows through the front grille opening and into apowertrain compartment of the vehicle and (ii) a closed position duringwhich airflow through the front grille opening and into the powertraincompartment is mitigated; a first active side vent subsystem comprising:a second housing disposed a first side vent opening defined by a firstrecessed surface in a first rear portion of a first front fender of thevehicle, and a second set of louvers disposed in the second housing andconfigured to pivot such that (i) in an open position, none of thesecond set of louvers extends beyond a first outer surface of the firstfront fender and (ii) in a closed position, the second set of louversare substantially flush with the first recessed surface of the firstfront fender; and an actuator system configured to control the pivotingof both the first and second sets of louvers.

In some implementations, the actuator system comprises distinct firstand second actuators associated with the front AGS system and the firstactive side vent system, respectively. In some implementations, theactuator system comprises a single actuator that is connected to one ofthe front AGS system and the first active side vent system, and furthercomprising a linkage connected between the single actuator and the otherof the front AGS system and the active side vent system.

In some implementations, the system further includes a second activeside vent system that is associated with an opposite side of the vehiclethan the first active side vent system and comprising: a third housingdisposed in a second side vent opening defined by second recessedsurface in a second rear portion of a second front fender of thevehicle, and a third set of louvers disposed in the third housing andconfigured to pivot such that (i) in an open position, none of the thirdset of louvers extends beyond a second outer surface of the second frontfender and (ii) in a closed position, the third set of louvers aresubstantially flush with the second recessed surface of the second frontfender, wherein the actuator system is further configured to control thepivoting of the third set of louvers.

Further areas of applicability of the present disclosure will becomeapparent from the detailed description provided hereinafter. It shouldbe understood that the detailed description and specific examples areintended for purposes of illustration only and are not intended to limitthe scope of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from thedetailed description and the accompanying drawings, wherein:

FIGS. 1A-1B depict rear perspective views of different configurations ofan example vehicle active side vent system according to someimplementations of the present disclosure;

FIGS. 2A-2B depict front perspective views of the differentconfigurations of the example active side vent system according to someimplementations of the present disclosure;

FIGS. 3A-3B depict different front side views of the example active sidevent system according to some implementations of the present disclosure;and

FIGS. 4A-4C depict different rear side views of the example active sidevent system according to some implementations of the present disclosure.

DETAILED DESCRIPTION

As previously mentioned, operation of a powertrain of a vehicle cancause a large build-up of heat in its powertrain compartment (e.g.,under a hood of the vehicle). Conventional cooling components, such as aradiator, are configured to provide cool air to the powertraincompartment. These conventional cooling components, however, may beinadequate for preventing or mitigating heat build-up in the powertraincompartment, particularly at certain operating conditions (e.g., whenthe vehicle is traveling at high speeds, such as on a highway orexpressway). Accordingly, a vehicle active side vent system ispresented.

The active side vent system can be disposed in a side vent openingdefined in a rear portion of a front fender of the vehicle. The activeside vent system can include louvers that are recessed from a surface ofthe front fender for aerodynamic purposes. In one configuration, theactive side vent system can be configured to vent air from thepowertrain compartment. In another configuration, the active side ventsystem can be configured to vent air from a wheel well of the vehicle.It will be appreciated that the term “front fender” as used herein canalso refer to both (i) a front quarter panel of the vehicle and (ii) aside panel of the vehicle that is arranged between a front fascia and afront door of the vehicle (e.g., behind a front wheel/tire of thevehicle).

Referring now to FIGS. 1A-1B, rear perspective views of a vehicle 100are illustrated. The vehicle 100 has a side portion 104 that includes afront fender 108. The side portion 104 also includes a wheel well 112partially surrounding a wheel/tire 116 of the vehicle 100. An activeside vent system 124 can be disposed in a rear portion of the frontfender 108 between the wheel well 112 and a front door 120 of the sideportion 104 of the vehicle 100. In a first configuration of FIG. 1A, theactive side vent system 124 is disposed in an upper portion of the rearportion of the front fender 108. In a second configuration of FIG. 1B,the active side vent system 124 is disposed in a lower portion of therear portion of the front fender 108.

Referring now to FIGS. 2A-2B, front perspective views of the vehicle 100are illustrated. Underneath a hood 128 of the vehicle 100 is apowertrain compartment 132. A controller 136, such as an engine controlunit (ECU), can be disposed in the powertrain compartment 132. Apowertrain (not shown), such as an engine, an electric motor, or acombination thereof, can also be disposed in the powertrain compartment132. The controller 136 can control operation of the powertrain (notshown) as well as the active side vent system 124. Air can be drawn intothe powertrain compartment 132 through a front grille 140 with a louversystem 144. In one exemplary implementation, the louver system 144 is anAGS system in that it is controlled by an actuator 148 that is in turncontrolled by the controller 136, but it will be appreciated that thelouver system 144 could alternatively comprise fixed louvers (i.e., anon-AGS system). The actuator 148 could be optionally connected via alinkage 150 to another actuator 216 associated with the active side ventsystem 124, which is discussed in greater detail below. A configurationof the linkage 150 can depend on a relative positioning of the actuators148, 216 with respect to each other. Non-limiting examples of thelinkage 150 include a mechanical link, a molded part, and a push-pullcable. The actuators 148, 216 could also be a single actuator.

In FIG. 2A, a first air path 152 is defined as entering the powertraincompartment 132 through the front grille 140 and exiting the powertraincompartment 132 through the active side vent system 124 when it isopened. This first air path 152 can also represent a duct (a pipe, atube, etc.) configured to route airflow from the front grille 140 orfrom inside the powertrain compartment 132 and to the active side ventsystem 124. In FIG. 2B, a second air path 156 is defined as entering thewheel well 112 from the side or from the front (e.g., underneath a frontbumper 158) of the vehicle 100 and exiting the wheel well 112 through anopening 160 in the wheel well opening (e.g., with a mesh screen 164optionally disposed therein) and then out the active side vent system124 when it is opened. Similarly, this second air path 156 can alsorepresent a duct (a pipe, a tube, etc.) configured to route airflow fromthe wheel well opening 160 to the active side vent system 124.

The configuration of FIG. 2A can correspond to the first configurationof FIG. 1A where the active side vent system 124 is disposed in an upperportion of the rear portion of the front fender 108. The configurationof FIG. 2B, on the other hand, can correspond to the secondconfiguration of FIG. 1B where the active side vent system 124 isdisposed in a lower portion of the rear portion of the front fender 108.It will be appreciated, however, that the configuration of FIG. 2B (airpath 156 through the wheel well 112, the opening 160, and the optionalmesh screen 164) could be associated with the positioning of active sidevent system 124 of FIG. 1A (the upper portion of the rear portion of thefront fender 108). Similarly, it will be appreciated that theconfiguration of FIG. 2A (air path 152 through the front grille 140 andthe powertrain compartment 132) could be associated with the positioningof the active side vent system 124 of FIG. 1B (the lower portion of therear portion of the front fender 108).

Referring now to FIGS. 3A-3B, front side views of the active side ventsystem 124 are illustrated. The front fender 108 defines both an outersurface 200 and a recessed surface 204. In one exemplary implementation,the recessed surface 204 defines a variable depth that decreases from amaximum recess depth defined by surfaces 220, 224 at a point towards thefront of the vehicle 100 in a direction towards a rear of the vehicle100. At some point, the recessed surface 204 merges with the outersurface 200 of the front fender 108 (e.g., a depth of zero). Therecessed surface 204 can define a side vent opening 208 in which ahousing 202 of the active side vent system 124 is disposed. A set oflouvers 212 can be disposed in the housing 202 and can be configured topivot such that (i) in an open position, none of the louvers 212 extendbeyond the outer surface 200 of the front fender 108 and (ii) in aclosed position, the louvers 212 are substantially flush with therecessed surface 204.

Such a configuration may provide for improved aerodynamics. For example,as shown in FIG. 3B, the louvers 212 can rotate in a clockwise directionsuch that air can be vented from a front portion of the vehicle 100(e.g., the powertrain compartment). The actuator 216 previouslydiscussed herein are configured to be controlled by the controller 136in order to rotatable drive the louvers 212 opened/closed. Examples ofthe actuator 216 include, but are not limited to, electric motors, driveshafts, drive gears, and combinations thereof. In some implementations,sets of the louvers 212 could be driven independently of each other asopposed to being driven uniformly. While single actuators 148, 216 areshown and discussed herein, it will be appreciated that multipleactuators could be utilized to collectively drive each system.

Referring now to FIGS. 4A-4C, rear side views of the active side ventsystem 124 are illustrated. The front fender 108 further defines aninner surface 300 having a mounting assembly 304 connected thereto viamounting devices 308 (e.g., screws). This device 304 can at leastpartially house the louvers 212 and therefore may be part of the housing202. Each louver 212 can include a pivot shaft 312 and a blade 316. Theblade 316 can be coupled to its respective pivot shaft 312 at anon-central point of the blade 316 as shown. This can enable the louvers212 to rotate primarily inwardly in order to avoid any of the louvers212 extending beyond the outer surface 200 of the front fender 108 foraerodynamic purposes. For example only, the pivot shaft 312 could becoupled to an end of the blade 316. It will be appreciated, however,that other configurations of the pivot shaft 312 and the blade 316 canbe utilized, such as a centralized configuration of the pivot shaft 312with respect to the blade 316.

The controller 136 can be configured to control the actuator 216 in avariety of ways. Example control parameters include vehicle speed andtemperatures (ambient temperature, powertrain temperature, powertraincompartment temperature, brake temperature, etc.), but it will beappreciated that any suitable parameters can be used in controlling theactive side vent system 124. In one implementation, the controller 136may control the actuator 216 to close the set of louvers 212 at vehiclespeeds greater than a high speed threshold. This high speed thresholdcould be, for example, a highway speed at which optimal aerodynamics(i.e., a closed active side vent system 124) are desired. This may bedesired for both the upper configuration (powertrain compartmentventing) and the lower configuration (wheel well venting). In oneimplementation, the controller 136 may control the actuator 216 to openthe set of louvers (a) after a period at vehicle speeds greater than thehigh speed threshold and (b) when the vehicle has slowed to less than alow speed threshold. This low speed threshold could be, for example, afew miles per hour, such as when the vehicle has exited thehighway/expressway and is slowing to near a stop on an off-ramp or at atraffic light. This can be a good time to open the active side ventsystem 124 to expel heat that was just generated during the high speedoperation of the vehicle 100.

As previously mentioned, coordinated or concurrent control of bothactuator 148 and actuator 216 could also be performed. Thus, theirassociated systems could be referred to as subsystems 144 and 124 thatare both part of a larger active airflow control system. This controlmethod could be performed by controlling both actuators 148, 216 or bycontrolling one of the actuators 148, 216, the other of which would thenalso be controlled by the optional linkage 150. In some implementations,there may be only one actuator 148 or 216 and the linkage 150 could beimplemented to directly control the other set of louvers 144, 212 notdirectly associated with the one actuator 148 or 216. In one exemplaryimplementation, the louvers 144 of the front grille 140 could besimilarly closed at high vehicle speeds and then subsequently opened atlow vehicle speeds to increase the airflow through the powertraincompartment 132 and out of the active side vent system 124, therebyproviding for improved cooling.

Similarly, and referring again to FIG. 2A, a second active side ventsystem 124′ could be associated with an opposing side portion 104′ ofthe vehicle 100. This second active side vent system 124′ could have thesame or similar configuration as the active side vent system 124. Oneexample difference could be the configuration of the duct leading to therespective active side vent systems 124, 124′, which may need to bedifferent based on a configuration of components (e.g., in thepowertrain compartment 132). The active side vent systems 124, 124′could both be driven by the actuator 216 or two distinct/separateactuators. In one exemplary implementation, one of the active side ventsystems 124, 124′ could be driven by the actuator 216, and a linkage 218could be connected between (i) one of the actuator 216 and the louversof the one of the active side vent systems 124, 124′ and (ii) thelouvers of the other of the active side vent systems 124, 124′. Distinctor separate actuators could also be implemented, although the same(i.e., coordinated) control of both systems 124, 124′ may be desired foroptimal venting and easier design/implementation. The front AGS system144 could also be implemented with this dual active side ventconfiguration. The front AGS system 144 could be similarly driven viathe same actuator 216 as the active side vent systems 124, 124′ (e.g.,via the linkage 150) or via its own distinct actuator 148.

Example embodiments are provided so that this disclosure will bethorough, and will fully convey the scope to those who are skilled inthe art. Numerous specific details are set forth such as examples ofspecific components, devices, and methods, to provide a thoroughunderstanding of embodiments of the present disclosure. It will beapparent to those skilled in the art that specific details need not beemployed, that example embodiments may be embodied in many differentforms and that neither should be construed to limit the scope of thedisclosure. In some example embodiments, well-known procedures,well-known device structures, and well-known technologies are notdescribed in detail.

The terminology used herein is for the purpose of describing particularexample embodiments only and is not intended to be limiting. As usedherein, the singular forms “a,” “an,” and “the” may be intended toinclude the plural forms as well, unless the context clearly indicatesotherwise. The term “and/or” includes any and all combinations of one ormore of the associated listed items. The terms “comprises,”“comprising,” “including,” and “having,” are inclusive and thereforespecify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof. The method steps,processes, and operations described herein are not to be construed asnecessarily requiring their performance in the particular orderdiscussed or illustrated, unless specifically identified as an order ofperformance. It is also to be understood that additional or alternativesteps may be employed.

Although the terms first, second, third, etc. may be used herein todescribe various elements, components, regions, layers and/or sections,these elements, components, regions, layers and/or sections should notbe limited by these terms. These terms may be only used to distinguishone element, component, region, layer or section from another region,layer or section. Terms such as “first,” “second,” and other numericalterms when used herein do not imply a sequence or order unless clearlyindicated by the context. Thus, a first element, component, region,layer or section discussed below could be termed a second element,component, region, layer or section without departing from the teachingsof the example embodiments.

As used herein, the term module may refer to, be part of, or include: anApplication Specific Integrated Circuit (ASIC); an electronic circuit; acombinational logic circuit; a field programmable gate array (FPGA); aprocessor or a distributed network of processors (shared, dedicated, orgrouped) and storage in networked clusters or datacenters that executescode or a process; other suitable components that provide the describedfunctionality; or a combination of some or all of the above, such as ina system-on-chip. The term module may also include memory (shared,dedicated, or grouped) that stores code executed by the one or moreprocessors.

Unless specifically stated otherwise as apparent from the abovediscussion, it is appreciated that throughout the description,discussions utilizing terms such as “processing” or “computing” or“calculating” or “determining” or “displaying” or the like, refer to theaction and processes of a computer system, or similar electroniccomputing device, that manipulates and transforms data represented asphysical (electronic) quantities within the computer system memories orregisters or other such information storage, transmission or displaydevices.

The foregoing description of the embodiments has been provided forpurposes of illustration and description. It is not intended to beexhaustive or to limit the disclosure. Individual elements or featuresof a particular embodiment are generally not limited to that particularembodiment, but, where applicable, are interchangeable and can be usedin a selected embodiment, even if not specifically shown or described.The same may also be varied in many ways. Such variations are not to beregarded as a departure from the disclosure, and all such modificationsare intended to be included within the scope of the disclosure.

1. A system for a vehicle, the system comprising: a first active sidevent system associated with a first side of the vehicle and comprising:a first housing disposed in a first side vent opening defined by a firstrecessed surface in a first rear portion of a first front fender of thevehicle, and a first set of louvers disposed in the first housing andconfigured to pivot between open and closed positions such that in theopen position, none of the first set of louvers extends beyond a firstouter surface of the first front fender.
 2. The system of claim 1,further comprising: an active airflow control system comprising: asecond housing, and a second set of louvers disposed in the secondhousing and configured to pivot between open and closed positions; andan actuator system configured to perform coordinated control of thepivoting of the first and second sets of louvers.
 3. The system of claim2, wherein the active airflow control system is a second active sidevent system associated with an opposing second side of the vehicle andwherein: the second housing is disposed in a second side vent openingdefined by a second recessed surface in a second rear portion of asecond front fender of the vehicle, and the second set of louvers aredisposed in the second housing and configured to pivot between the openand closed positions such that in the open position, none of the secondset of louvers extends beyond a second outer surface of the second frontfender.
 4. The system of claim 2, wherein the actuator system comprises(i) a single actuator and a linkage or (ii) a plurality of actuators. 5.The system of claim 3, further comprising first and second ductsconfigured to direct airflow from at least one air source to the firstand second side vent openings, respectively, wherein the airflow exitsthe vehicle when the first and second sets of louvers are in the openposition.
 6. The system of claim 5, wherein the at least one air sourcecomprises first and second wheel wells associated with the first andsecond sides of the vehicle, respectively.
 7. The system of claim 5,wherein the at least one air source comprises a powertrain compartmentof the vehicle.
 8. The system of claim 3, further comprising a frontactive grille shutter (AGS) system comprising: a third housing disposedin a front grille opening of the vehicle, and a third set of louversdisposed in the front grille opening and configured to pivot between (i)an open position during which air flows through the front grille openingand into a powertrain compartment of the vehicle and (ii) a closedposition during which airflow through the front grille opening and intothe powertrain compartment is mitigated, wherein the actuator system isconfigured to perform coordinated control of the pivoting of the first,second, and third sets of louvers.
 9. The system of claim 8, wherein theactuator system comprises (i) a single actuator and a linkage or (ii) aplurality of actuators.
 10. The system of claim 3, wherein each louverof the first and second sets of louvers comprises a non-centralizedpivot shaft such that, in the closed position, the first and second setsof louvers are substantially flush with the first and second recessedsurfaces of the first and second front fenders, respectively.
 11. Thesystem of claim 3, wherein each louver of the first and second sets oflouvers comprises a centralized pivot shaft such that, in the closedposition, the first and second sets of louvers are not substantiallyflush with the first and second recessed surfaces of the first andsecond front fenders, respectively.
 12. The system of claim 2, whereinthe active airflow control system is a front active grille shutter (AGS)system wherein: the second housing is disposed in a front grille openingof the vehicle, and the second set of louvers are disposed in the frontgrille opening and configured to pivot between (i) the open positionduring which air flows through the front grille opening and into apowertrain compartment of the vehicle and (ii) the closed positionduring which airflow through the front grille opening and into thepowertrain compartment is mitigated.
 13. The system of claim 12, whereinthe actuator system comprises (i) a single actuator and a linkage or(ii) a plurality of actuators.
 14. The system of claim 12, furthercomprising at least one duct configured to direct airflow from at leastone air source to the first and second side vent openings, respectively,wherein the airflow exits the vehicle when the first and second sets oflouvers are in the open position.
 15. The system of claim 14, whereinthe at least one air source comprises a first wheel well associated withthe first side of the vehicle.
 16. The system of claim 14, wherein theat least one air source comprises the powertrain compartment of thevehicle.
 17. The system of claim 12, further comprising a second activeside vent system associated with an opposing second side of the vehicleand comprising: a third housing disposed in a second side vent openingdefined by a second recessed surface in a second rear portion of asecond front fender of the vehicle; and a third set of louvers disposedin the third housing and configured to pivot between open and closedpositions such that in the open position, none of the third set oflouvers extends beyond a second outer surface of the second frontfender, wherein the actuator system is configured to perform coordinatedcontrol of the pivoting of the first, second, and third sets of louvers.18. The system of claim 17, wherein the actuator system comprises (i) asingle actuator and a linkage or (ii) a plurality of actuators.
 19. Thesystem of claim 17, further comprising at first and second ductsconfigured to direct airflow from at least one air source to the firstand second side vent openings, respectively, wherein the airflow exitsthe vehicle when the first and second sets of louvers are in the openposition, and wherein the at least one air source comprises at least oneof (i) the powertrain compartment and (ii) first and second wheel wellsassociated with the first and second sides of the vehicle, respectively.20. The system of claim 17, wherein each louver of the first and thirdsets of louvers comprises a non-centralized pivot shaft such that, inthe closed position, the first and third sets of louvers aresubstantially flush with the first and second recessed surfaces of thefirst and second front fenders, respectively.
 21. The system of claim17, wherein each louver of the first and third sets of louvers comprisesa centralized pivot shaft such that, in the closed position, the firstand third sets of louvers are not substantially flush with the first andsecond recessed surfaces of the first and second front fenders,respectively.